Automatic air-brake mechanism



(No Model.)

G. S. JEFPRIES. AUTOMATIC AIRBRAKE MECHANISM. No. 513,267. Patented Jan23, 1894.

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UNITED STATES PATENT OFFICE.

GIDEON S. JEFFRIES, OF READING, PENNSYLVANIA.

AUTOMATIC AIR-BRAKE MECHANISM.

SPECIFICATION forming part of Letters Patent No. 513,267, dated January23, 1894.

Application filed June 10, 1893. Serial No. 477,145. (No model.)

To all whom it may concern:

Be it known that I, GIDEON S. J EFFRIES, a citizen of the United States,residing at Reading, in the county of Berks, State of Pennsylvania, haveinvented certain Improvements in Automatic Air-Brake Mechanism, of whichthe following is a specification.

The main object of my invention is to decrease the danger of railroadcollisions such as now frequently occur owing to the failure to stoppromptly a train which is following closely upon another, or othersimilar cases. It is customary in such cases to send back the hindbrakeman of the first train to stop the following train by means ofsignals. If however such signals are not noticed orare misunderstood orif from any cause the engineer fails to act and act promptly, acollision occurs. To avoid this danger I modify the arrangement of theair brake mechanism and provide meansto enable the train tobe stopped orslowed up independently of the engineer.

The invention is fully described in connection with the accompanyingdrawings and is specifically pointed out in the subjoined claims.

Figure 1 is a diagram indicating the front end of alocomotive having myimprovement applied thereto and a rail provided with my attachment forautomaticallyapplying the brakes. Fig. 2 is an enlarged view of thevalve end of the air pipe.

A represents the front end of the boiler, B the steam cylinder and O theframe of a locomotive engine.

F indicates the air reservoir of any ordinary air brake system,which isconnected as usual with the air pump and with the brake mechanism underthe cars comprising the train.

D indicates the forward truck wheels of the locomotive, and O the railupon which they ride.

In applying my invention a supplemental air pipe, G, is placed incommunication with the parts of the system which supply air to thebrakesor, rather, pistons or other like means connected with thebrakes-in such manner that, when the passage through it is opened to theatmosphere the train pipe will be vented and the brakes thereby applied.In the drawings, I have shown said pipe,- G, as connected directly tothe train pipe, T, and

said train pipe as connected with reserVoirF by branch pipes t t havingin the coupling t connecting them a valve with a suitable handle t bywhich communication between the reservoir and train pipe may be closed,if desired. Said supplemental pipe is shown as carried forward anddownward from the train pipe to a place in front of the forward truckwheel, D. To its forward end G is attached a valve case, H, of anysuitable construction, having a valve, K, provided with a lever, is,

which is suspended somewhat above the rail tion with the atmospherethrough the nozzle h of the pipe G, thus venting said train pipe andapplying the brakes.

M designates a pivoted arm, operatively connected by a rod, Land bellcrank, J, to the engineers cab, the forward end of which cab isindicated by dotted-lines, L. This arm is pivoted intermediateof itsends and is so arranged as to come in contact with the valve lever is,thus enabling the engineer to close the valve K when open, merely bypulling up the handle, 1, thus moving the valve lever k to its normalposition. The pivoted arm, M, after being so operated may be returned toits usual position either by the Weight of the parts or by means of aspring.

The rail attachment, N, shown in the drawings, consists of a plate, n,which rests upon the rail and is provided with Wires or clips, n forsecuring it thereto, and it has a vertical wall n with inclined sidebraces of sufficient height from the rail to engage the depending valvelever k, yet low enough to pass under the pilot E. As the attachment Nis located on the track and has an upwa'rdly projecting part with asubstantially vertical end wall it is desirable or necessary that it bemade of a material which will be collapsed by weight passing over it soas to prevent it from throwing the train off the track. I thereforeprefer to make it of sheet metal, which will allow the upwardlyprojecting part to be crushed by the pressure of the locomotive wheelthereon. By so constructing the attachment I am also enabled to employtherewith a torpedo or explosive cap, a, suitably supported on the plate71', whereby the device will act automatically to apply the brakes andto audibly signal the engineer.

I do not claim herein the specific construction of the attachment exceptas it properly enters into combination with the brake mechanism carriedby the locomotive.

What I claim is- 1. The combination with the train pipe of an air-brakeapparatus, and a supplemental pipe, so connected with said train pipethat when opened to the atmosphere it will vent said train pipe, saidsupplemental pipe being carried downward in front of a wheel of thelocomotive, of a valve, normally closing the lower end of saidsupplemental pipe, a lever, secured to said valve, and an obstruction,placed upon the track rail and having an upwardly projecting part with asubstantially Vertical end wall designed to engage said leverand openthe valve and to be collapsed by the locomotive wheel passing over it,substantially as set forth.

2. The combination with a railway train provided with an air brakesystem substantially as described of an air pipe having communicationwith the train pipe and carried downward in front of the forward wheelsof the locomotive, the lower end of said pipe adjacent to the trackbeing provided with a valve having a lever adapted to be operated by anobstruction placed upon said track and mechanism for reclosing saidvalve extended to a convenient point for the engineer, substantially asand for the purpose set forth.

3. The combination with the parts of an airbrake system which suppliesair to the brakes, and a supplemental pipe having communication withsaid part, of a valve, normally closing the lower end of said pipe, alever, by means of which the valve is opened, another lever, M, pivotedintermediate of its ends and having its lower end adapted to engage saidfirst-mentioned lever and thereby close the valve, a bell-crank lever,having its lower member connected with the upper mem-' ber of said leverM, and an operating rod secured at one end to the upper member of saidbell-crank lever, substantially as shown and described.

4. The combination with the part of an airbrake system which suppliesair to the brakes, and a supplemental pipe having communication withsaid part, of a valve, normally closing the lower end of said pipe, alever, by means of. which the valve is opened, another lever, M, adaptedto engage said first-mentioned lever and thereby close said valve, and arod for operating said lever, M, substantially as described.

5. The combination with a railway train provided with an air-brakesystem, substantially as described, of an air pipe having communicationwith the parts of the system which supply air to the brakes, said pipebeing carried downward in front of the forward wheel of the locomotive,a valve, normally closing the lower end of said air pipe, a lever, bymeans of which the valve is opened, another lever, M, securedintermediate of its ends, to said valve and having its lower end adaptedwhen operated to engage said firstmentioned lever, and thereby close thevalve, a bell-crank lever, having its lower member connected with theupper member of said lever M, and an operating rod, I secured at one endto the upper member of said bell-crank lever, substantially as shown andfor the purposes specified.

In testimonywhereof I afiix my signature in presence of two witnesses.

GIDEON S. JEFFRIES.

Witnesses:

ED. A. KELLY, ADAM L. OTTERBEIN.

